Gas-engine.



G. E. MEAD.

GAS ENGINE.

,264. APPLICATION FILED MAR 25, 190B. May 11! 4 SHEETS-S KEET 1.

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C. E. MEAD.

GAS ENGINE.

AP PLIUATIOH FILED MAR. 25, 1908. 11 4 SHEETS-SHEET 2.

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I, auvculot fitment G. E. MEAD.

GAS ENGINE.

APPLIUATION FILED MAR. 25, 190B.

Patented May 11, 1909.

4 SHEETS-SHEET 3.

uventoz' ,6. YW /I G. E. MEAD.

GAS ENGINE.

APPLIUATIOH FILED MAR. 25, 1908.

921 ,264. Patented May 11, 1909.

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3140c tor crabs E. MEAD, or DAYTON, OHIO.

GAS-ENGINE Specification of Letters Patent.

Patented May 1 1, 1909.

Application filed March 26, 1908. Serial No. 423,094.

To all whom it may concern:

Be it known that I, CYnUs E. MEAD, citizen of the United States, residing at Dayton, in the county of Montgomery and State of Ohio, have invented certain new and useful Improvements in Gas-Engines; and I do do: clare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same, reference bein had to the accompanying drawings, an. to the figures of 'reference marked thereon, which form a part of this specification.

This invention relates to new and useful improvements in explosive engines, and. more s ecifically to the arrangement and operatron of the various valves controlling the admission and exhaust to and from the engine.

The objects of the invention are several, principal among which is the-provision of a type of rotary valve peculiar thereto, and means for o crating said valve so that the engine may e placed in a position to be reversed, and the provision of means through and by which the turning of the valves may take place while the engine is in o eration,

and to provide further means throug and by which the engine may be throttled at the inlet valve.

Other objects and'advantages appertaining to the construction and operation of the engine will be referred to in the general description to follow. r

Preceding such general description referonce 18 made to the accompanying drawings, of which- 1 proved explosive engine. Fig. 2, is a horizontal sectional view of the same on the line a a of Fi 1. Fig. 3, is a vertical sectional view of t e same on the line b b of Fig.2.

Figs. 4 and 5, are diagrammatic views showing the means for reversing the en ine. Fig. 6, is a cross sectional view of the inlet valve showin the means for throttling the same.

Fig. 7, 1s a detail view of the means through which the devices for throttling the valve are actuated. Throughout the specification siniilar reference characters indicate correspondingparts, as illustrated in-the drawings.

Well-known rts of: as cousin tuna-4n the rawings, have fllustratedra pins 8 which connect with the pitinen 4 which extend to the pistons 3.. Thus movement is imparted to the engine shaft 7 through the cranks when the explosive mixture is ignited behind the'pistons.

The foregoing means, together with the ignition devices, may consist 01 any of the well-known mechanism common to explosive.

en mes.

he rotary voZves.--Mounted in a suitable ocket on the left hand'side of each cylinder, 1s a rotary inlet valve 9 held in )osition by a cap 12 and having a port 11 wiich re isters with the port 15 of its respective cy inder, and with the port 14 of the ex losive fluid passage-way 13 in the cap 12. he passageway 13 communicates with the carbureter (not shown). It will be borne in mind that u on each complete rotation of ,the valve 9, t e port 11 thereof will re ister twice with the ports 14 and 15. Simi arlymounted on the right hand side of each cylinder is an exhaust valve .10 held in position b the water jacket'cap 20, and provided wit a port 19 which registers with the port 23 of the cylinder, and with the port 22 of the exhaust passage-wayZl in thecap 20. In a manner simii .1 1 Figure 1, IS an end elevation of y imr lar to the inlet valve, the port 9 W11 reglstel twicewith the ports 22 and 23 on each comp lete revolution of said" exhaust valve 10. he inlet valve 9 and the exhaust valve 10 of each cylinder rotate in o posite directions as shown b the arrows in '1 s. 1 and 3, through the mec anism shownin ig. 1, which com prises worm or spiral gears 24 and 25 1nounted on the inlet valve 9- and the exhaust valve 10. The gear. 24 meshes with the left hand screw car 26, while the car 25 meshes with the-rig t hand threads. screw'gear 27. 'A four to one ratio of movement is impartedto the gears 24 and 25 by the gears 26ancl {27; the two latter gears being left and right hand, the-inlet and exhaus-t valves will rotatein oppositedirect ons. These gears 26 and 27 are splined upon the oonunon shaft 28 hav- 110 ing hearings in brackets 29 and held a ainst horizontal movement by collars 30. lVEJUIlted upon said shaft 28 is a miter gear 338 meshing with a similar gear 39 on a vertical shaft 40 which rotates in suitable bearings 41. A miter gear 42 is on the lower end of the ver tical shaft 40, and such gear is in mesh with a similar gear 43 which is on the main crank shaft 7. .lhrough this train of gearing one revolution is imparted to the shaft 28 upon each revolution of the main shaft 7, and as a consequence, the rotary valves and said main shaft will be given a tour to one ratio of movement.

As before stated, the engine is designed for four cycles, therefore, in the positions in which the valves and pistons are shown in Fi 3, the engine has received about onehalf of its charge of explosive mixture. When. the iston 3 there shown, has reached the limit ol its downward stroke, the engine has received the full charge of mixture and the inlet valve will be closed. At such time, the piston ascends, (both valves being closed) the mixture is compressed and is then ignited to force the piston downwardly. \Vhen said piston reaches the end of its downward stroke and begins to ascend, the port 19 in the exhaust valve be ins to register with the port 23, thereby a owing the burned ases to escape. While the piston is SLSCGIH in the exhaust valve is opened and closed at tie end of the upward stroke, and the piston descends drawing in its next charge, tic port 11 registerin with the port 15 as shown in Fig. 3. It wil be noted that the exhaust port 19 in the exhaust valve 10 lies substantially at an an is of 135 degrees to the inlet port 11 of t 1e inlet valve 9. This is a theoretical angle, however, which may be found necessary to vary in actual practice. The means for obtaining this variation will be hereinafter described.

Means for reversing the engine.-The screw gears 26 and 27 are as before stated, a lined to the shaft 28. These gears are rovi ed on their outer ends with groove spools 31 which are engaged by the lower ends of arms 32, the upper ends of said arms being fastened to a. slidable rod 33 having hearings in brackets 34 on the water jacket cap 20. The rod 33 is given longitudinal movement from a crank 36 on a rock shaft 37 which latter shaft, may be attached to any suitable means manually operated. It will be seen that if the shaft 37 is rocked, the cars 26 and 27 will slide along the shaft 28 tfiereby rocking the inlet and exhaust valves concurrently and in the same direction. The movement imparted to the gears 24 and by the screw or spiral gears 26 and 27, is similar to that of a rack and pinion. In the position the valves and screw ears are shown in Figs. 3 and 4,

the piston as drawn in a charge and the engine may be cranked and started in the direction indicated by the arrows Figs. 1 and 3, but, if the gears 26 and 27 are moved along the shaft 28 to the right, the inlet valve and the exhaust valve will he rocked one-eighth of a revolution to the position shown in Fig 5. It will be seen that the port 19 of the exhaust valve will be in its intcrn'ediate position with reference to the port 23, and the piston 3 will be in its intermediate osition ol' exhausting the burned gases. he engine may be then cranked and started in the reverse direction to that shown by the arrows in Figs. 1 and 3. The rocking of the valves 9 and 10, it will be understood, does not reverse the engine, but places the engine in a position to be reversed.

Means for varying the timing ofthe valces.--- It has been stated that the engine as shown and described illustrates theoretical conditions in which the exhaust is 135 de recs bchind the admission. Owing to t 0 high speed of the smaller type of engine, such as are used for driving automobiles and the like, and owing to the various explosive mixtures used, it is necessary that this angle may be varied, and it is also advanta cons to make the necessary adjustment hi c the engine is running as at such time the adj ustment may be done more accurate. In view of these conditions, means are provided for so obtaining the necessary adjustments, comprising a turn buckle 35 on the slidable rod 33, the rotation of this turn buckle in one direction wil draw the arms 32 toward each other rocking the valves to a small extent in opposite directions, and decreasing the angle between the port 11 in the inlet valve and the iort 19 in the exhaust valve. A rotation of the turn buckle in the opposite direction will of course im )art a movement to the arms 32 that will raw them apart, and the an lc between the orts u ill necessarily be en arged. This ad ustment does not affect the' reversing mechanism oumg to the fact that the an le between the valves is the same when t e are rotating in either direction. When t e adjustment is being made the gears 26 and-27 act as racks and the gears 24 and 25 act as pinions as is the case when the valves are being reversed.

Means for throttling the. engine.-Extcndmg throu h the inlet valve 9 is a throttle va. ve 16 aving a port 17 which registers with the port 11 of said inlet valve. This throttle valve rotates normally with the inlet valve, but it may be rotated independently of the inlet valve to a slight extent to throttle the enginesee Fig. 6; The throttle valve 16 is rovided with an extension 51 (Fig. 1) whic passes through the end of the valve 9, and to which is attached a collar 52 that provides means for preventing horizontal movement of said throttle valve 16. The other end of the said throttle valve is prowaded with an extension 44 which is threaded and receives an interiorly screw-threaded nut splined to the valve 9 by a feather 46. The nut 4.5 is given horizontal, movement to rotate the throttle valve in relation to the inlet valve 9 through a lever 49 pivoted to a bracket 50 and enga ing the spool 48 on the stem 47 projecting roin said nut 45. The exhaust valve,9 and the throttle valve 16, before stated, normally rotate together throu h the threaded extension 44, the nut 45 am the feather 46, but the throttle valve may be given a slight rotation relatively to the exhaust valve to throttle the engine by means of the lever 49 which acts directly upon the nut 45 as hereinbefore stated.

' I claim:

1-. In an. explosive engine, the combination with a cylinder having pockets and ports therein, a piston, a main shaft, and a connection between said piston and said main shaft of a i'otar inlet valve a rotary exhaust valve, said va ves hein independent ofeach other and provide with ports adapted to re ister with the ports in the cylinder, ca )8 aving ports adapted to reg ister with t e valve ports, an independent shaft for each of said valves, a driving shaft common to. said valve shafts, gears inter posed bet'seen the valve shafts and said common shaft, and means for actuating the,

commonshaft from the main shaft of the engine.

2. In an explosive engine, acylinder having ports therein, a piston, a main shaft connected with the piston, a rotary inlet valve, a rotary exhaust valve, both of which. have ports adapted to communicate with the ports in t 1ecylinder, means for rotating said valves concurrently with the main shaft, and means for rocking said valve simultane ously nith and independently of their rotation to change the timing of the valve ports and the cylinder ports to enable the engine to be reversed.

3. In an, explosive engine, a cylinder having ports therein, arotaryinlet valve and a rotary exhaust valve having ports adapted to register with the ports 1n the cvlinder, means for rotating said valves, an means for rocking said valves to change the timing of the regulation of said valve ports and the cylinder ports smthat the engine may lie reversed.

4. In an explosive engine, a cylinder hav ing ports therein, a piston Within said cylin der, a main crank shaft driven ,from said piston, rotary valves mounted on said cylinder and having ports therein and ears thereon, said orts registering with t as iorts in the cylin er, a shaft common to sai and driven from the main crank shaft through suitable connections, gears splined to said common shaft and in mesh with the valves gears on said rotary valves, and means forslidmg the gears on said common shaft to rock the valves independently of their rotation.

'In an explosive engine, a cylinder havin ports therein, a piston, a crank shaft driven from said piston, rotary valves mounted on said cylinderand provided with ports, the port in one of said valves being at an angle to the port of the other of said valves, means for driving said rotary valves from said crank shaft, and means for varying the angles of thevports in said valves.

6. In. an explosive engine, a cylinder having ports therein, a piston, a crank shaft driven from said piston, rotary valves having ports therein and gears thereon, said ports being adapted to communicate with the cylinder ports, a shaft common to said valves, gears on said shaft in mesh with the gears on the valves, andJmcans for varying the distance between the gears on'said common. shaft, and means for rotating said common shaft from the main shaft of the engine to rotate said valves.

7. In an explosive engine, a cylinder having ports therein, a piston, a crank shaft driven from said piston, rotary valves mounted on said cylinder, means for rotating the valves from the crank shaft to bring the ports in the valves in registration with the ports in the cylinder, the port in one of said valves being at an angle with the port of the other valve, and means for varying the angle between said valve ports.

8. In an explosive engine, a cylinder having ports therein, a piston, a crank shaft driven from said piston, a rotary inlet valve and a rotary exhaust valve mounted u )on said cylinder and having ports adapts to register with the ports in the cylinder, means for rotating said valves from the crank shaft, a throttle valve mounted Within the inlet valve and having a port adapted to register with the port of the inlet port, and

means connected to the inlet valve and en. gaging the throttle valve for independently rotating said throttle valve with relation to the inlet valve to throttle the en ine.

9. In an explosive engine, a cy inder having ports therein, a rotary inlet valve and a rotary exhaust valve mounted upon said cylinder and having ports ada )ted to registcr with the ports in the cylin er, means for rotating said valves from the crank shaft of the engine, a throttle valve incased in the inlet. valve and havin a port registering vaith the port in said in ct valve, and means splined to said inlet valve and engaging the t irottle valve for varying the opening of the port of said inlet valve.

10. In an explosive engine, a c linder having orts therein, a pistons cran shaft driven fiiom said piston, a' rotary inlet valve and a rotary exhaust valve mounted upon All said cylinder, said valves having ports regisl valve, nnd means for shifting said nut to 10 tcring if-1th the ports 1n the cylinder, means 1 rock said throttle valve.

for rotating said valves from the crank shaft, l In testimony whereof I af'lix my signature, a throttle valve mounted within the mist I 1n presence of two witnesses. valve and having a port registering with the l I I l l port in the inlet valve, means for preventing LYRUS E MEAD l'iorizontal movement of said throttle valve, \"VllJHBSSGSZ a nut splined to sand inlet valve and engaging MATTHEW SIEBLER,

a screxv-tln'emled portion of the throttle l r. M. THEOBALD. 

